B elirtiler olsa da sektördeki birçok kifli ekonomik kriz konusunda

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1 DOMINO EFFECT IS INEVITABLE, CRISIS AROUND THE CORNER! DOM NO ETK S KAÇINILMAZ, KR Z KAPIDA! MEL KE ASLI fiah NSOY How much will Turkey be affected by the global crisis that hit the United States and affected the whole world? Is a crisis imminent in the maritime industry? Will the industry be able to save its face in case of a crisis? Amerika y vuran ve tüm dünyay etkileyen global krizden Türkiye ne kadar etkilenecek? Denizcilik sektöründe kriz bekleniyor mu? Kriz durumunda sektör bu s navdan yüzünün ak yla ç kabilecek mi? E ven though there are some signs, many experts in the industry paint a very optimistic picture. Either they really analyze the risks strongly and rely on their infrastructure, or they are afraid, and therefore turn a blind eye to the crisis. We had an interview with Mr. Ilhan Yirmibesoglu, General Manager of Medfin Ltd Turkey, who has been in the sector since 1980 and proven itself in the finance field, about the issue. Yirmibesoglu drew attention to the fact that it is inevitable that the markets will be affected by the crisis, while analyzing the current situation of the maritime industry, and provided illuminating information about ship finance. Do you think that there should be crisis expectation in the sector? The current situation will ultimately lead to a domino effect, it is impossible to avoid this because buyers will begin disappearing, or the credit facilities they find will not be economic anymore. There will be expensive loans requiring extreme security and therefore many owners will not be able to find credits, or their credit position, corporate rating will not be sufficient to obtain those credits. As a matter of fact, corporate rating is the biggest problem in the shipping market. The number of companies with corporate rating is very low in Turkey; many of them lack the holding structure. They have recently begun doing it. If you do not have a holding structure, then you cannot receive a corporate rating, and if you do not have a rating, you cannot obtain credits from banks. Because, in that case the pricing of the credit completely turns into project. However, if you have a corporate rating, in other words an understandable capital structure, then you distribute the risk. If you do not have a corporate rating, banks leave B elirtiler olsa da sektördeki birçok kifli ekonomik kriz konusunda çok optimist bir tablo çiziyor. Ya gerçekten risk analizlerini güçlü yap p altyap lar na güveniyorlar, ya da korkuyorlar ve bu yüzden krizi görmezden geliyorlar. Konuyla ilgili olarak 1980 y - l ndan beri sektörün içinde olan ve 1998 y - l ndan bu yana da finansman alan nda kendini kan tlam fl Medfin Ltd Türkiye Genel Müdürü lhan Yirmibeflo lu ile görüfltük. Yirmibeflo lu, sektörün içinde bulundu u durumu detayl bir flekilde analiz ederken piyasalar n krizden etkilenmesinin kaç n lmaz oldu una dikkat çekti ve gemi finansman konusunda ayd nlat c bilgiler verdi. lhan Yirmibeflo lu Sektörde kriz beklentisi olmal m sizce? Bu durum eninde sonunda bir domino etkisi yapacak, bundan kaç nmak mümkün de- il. Çünkü al c lar ortadan çekilmeye bafllayacak, ya da art k bulduklar kredi uygun olmayacak. Afl r güvenlik gerektiren pahal krediler olmaya bafllayacak ve bu nedenle birçok armatör kredi bulamayacak, ya da kredi yeterlilikleri, kurumsal dereceleri o kredileri almaya yetmeyecek. Zaten armatörlük piyasas nda kurumsal derecelendirme meselesi en büyük sorun. Türkiye de kurumsal derecesi olan firma o kadar az ki; ço unda holding yap s yok. Yeni yeni yap lmaya baflland. Holding yap s olmay nca kurumsal derece alam yorsunuz, bu olmay nca da bankalardan kredi alam yorsunuz. Çünkü o zaman kredinin fiyatland rmas tamamen projeye dönüyor. Ama kurumsal derece, yani anlafl labilir bir sermaye yap s da varsa riski da t yorsu- 044 MARINE&COMMERCE SEPTEMBER 2008

2 the corresponding section on the analysis sheet blank, and turn to the project itself. At that point, projects do not always enable you to obtain a favorable price. You buy a ship with the intention to operate her for around 25 years, but the figures you assume and the figures of the banks, the perspective of the banks and that of the owners are very different. This will lead to a domino effect, for the banking system has almost come to a halt. We know that banks are unable to find others to participate in syndications. Some banks arrange syndications even for loans of 50 million dollars, simply for the purpose not to assign their resources to a single project. No one relies on the other these days, for you cannot tell who will go bankrupt, and whom they will drag along with them. Would you have believed if someone had told you that Lehman Brothers would go bankrupt last year? Everyone may go bankrupt now. We cannot say that this bank would never go down. We should perform risk analyses correctly. Consequently, credits will be withdrawn from the market for some time now. There are so many funds from oil, gas and merchandise trade (which are held by the major players), this crisis will be gotten off more lightly than anticipated. If this crisis had broke out a decade ago, I think it would be just like the Black Day. Following the subprime mortgage crisis, total losses are estimated to be around one and a half trillion dollars. Of course, not all has been reflected in the calculations yet. As a matter of fact, if you reflect all of them, many banks would be on the brink of bankruptcy. Under these circumstances, some banks will have to cut off their credit taps, big banks will not be able to find credits for syndication. And in that case, buyers will have to cancel their orders due to lack of loans, and, unless they have already secured credits, they will fail to fulfill their commitments. This will also lead to a decrease in demand for newbuildings. Under these conditions, some buyers will bottom out, while some yards will go bankrupt. Because, they will have signed contracts, already received the down payment, but the buyers will not be there, for they cannot pay the balance or unable to find the credit to build the vessels! Aren t there any measures to be taken? Currently, businesses sit in cash, and return to cash in the market. But, if you have once bound yourself, how can you return? Major nuz. Kurumsal dereceniz olmay nca analiz sayfas nda oray s f r b rak yor ve tamamen projenin kendine dönüyor bankalar. O zaman da proje, her daim kendi içerisinde iyi fiyat alman z sa lam yor. Gemiyi al rken 25 y l iflletece im diye al yorsunuz ama sizin varsayd n z rakamlarla bankalar n rakamlar, bankalar n bak fl aç lar yla armatörlerin bak fl aç lar çok farkl. Bu bir domino etkisi yapacak çünkü bankac l k sistemi neredeyse durmak üzere. Bankalar n sendikasyona kat lacak banka bulamad klar n biliyoruz. Baz bankalar 50 milyon dolar n üzerinde dahi olsa birleflerek sendikasyona ç k yorlar ki kendi kaynaklar n çok fazla bir projeye ba lamas nlar. fiimdi kimse kimseye güvenmiyor çünkü kimin bataca belli de il, batarken de kimi sürükleyece i belli de il. Lehmann Brothers n bataca n geçen sene size birisi söylese inan r m yd n z? Art k herkes batabilir. fiu banka batmaz diyemeyiz. Risk analizini do ru yapmak laz m. Dolay s yla kredi flimdi bir müddet piyasadan çekilecek. Dünyada petrol, gaz ve mal ticaretinden dolay o kadar büyük art fonlar var ki, bunlar da büyük oyuncular n elinde ve onlar sayesinde bu kriz beklendi inden daha ucuz atlat lacak. Bu kriz 10 sene önce olsayd, herhalde Kara Cuma gibi olurdu. Mortgage krizinden sonra tüm zararlar hesapland ktan sonra ortaya ç kan rakam 1 buçuk trilyon dolar civar nda tahmin ediliyor. Hesaplara henüz hepsi yans mad tabii. Zaten bugün hepsini yans t rsan z, birçok banka iflas efli ine gelir. Durum böyleyken birtak m bankalar kredi musluklar n kesecekler, büyük bankalar sendikasyona kredi bulamayacaklar. Bu sefer birtak m al - c lar kredi bulamay nca sipariflleri iptal edecekler, e er flu ana kadar kredilerini ba lamad larsa taahhütlerini yerine getiremeyecekler. Bu da yeni inflaya olan talebi azaltacak. Bu sefer bir taraftan baz al c - lar dibe vururken, bir taraftan da birtak m tersaneler çökecek. Çünkü kontrat imzalam fllar, peflinat alm fllar ama al c yok; al c paran n gerisini ödeyemiyor ya da kendileri o gemiyi yapacak krediyi bulam yorlar. Al nacak önlem yok mu? fiu anki piyasa biraz nakitte kalma; nakde dönme piyasas. Ama ba land ysan z nas l döneceksiniz? Eskiden, 2011 den önce, Uzakdo- u nun büyük tersanelerinde yer bulamazd n z ancak flimdi ç kmaya bafllad. Çünkü al c lar opsiyonlar n kullanm yorlar ya da uygulayam yorlar. Dolay s yla da o yerler aç a ç k yor senesine kontrat imzal yorsan z onun hem köprü, hem de teslim sonras kredisini ba lam fl olman z laz m. Art k ba lama ücretleri de pahal. fiimdiden kalk p bu paray vermektense, 2011 geldi inde vermeyi tercih ediyorlar. Her zaman krediyi önce ba lam yorlar. ULUSLARARASI DEN Z ve T CARET EYLÜL

3 Tabiki kredi almak daha kolaylaflt. Yerel bankalar köprü kredisi veriyor. Uzun vadeli uluslararas proje finasman konusunda Türk banshipyards in the Far East were full until the year 2011 in the past, but now, you can find a yard easily to build ships. Because, buyers do not, or cannot, use their options. If you are signing a contract for 2011, you need to have already arranged the bridging loan, as well as the post-delivery loan. Now the loan fixing rates are also very high. Instead of giving the money now, they prefer to pay in They do not fix the loan in advance. What will happen in 2011? Of course, what will happen in 2011? These adverse conditions will shake the newbulding market. The finance market crisis will begin showing its effects in the maritime market around 6 month later. Many companies will find themselves in dire straits. Unfortunately, no so serious projections, market researches or risk analyses are done in the maritime industry. However, it is not only related the Turkey, it is the same all over the world. Other nations, and Greeks, copy each other. This is a race; everyone does business by winding up each other. But those who do not know this business, who have different infrastructure or background, will suffer the biggest impact. As a matter of fact, everyone from textile industrialists to contractors, transporters and bankers, all has become shipowners. This is a wave, but such players will be very much affected by it. I entered this sector by the end of the 1979, and there have always been fluctuations since then; this is the 5 th wave. It is certain that there will be ups and downs in the sector, this is a must. Otherwise, there would be no maritime industry, no economy. This is certain, but the important thing is where in these trends you will be caught. That s where you will begin showing your skills. What instruments will you have in your hand once the market collapses, and how can you survive the crisis? The most important problem in this sense in Turkey is the cash flow. There are only 5 to 6 shipping companies that have a Chief Financial Officer in Turkey. It requires significant efforts, but the shipowners themselves do it in our country. Most of the owners invest their money in other segments and sectors. They do it for the sake of security, against a likelihood of a collapse in the maritime industry. You could get a fine vessel against 3 to 4 million dollars in the past, but today, you pay this money only for the bunker for the same! Figures have become grown dreadfully, and management of this cash is a very important problem with shipping companies run by families. Owners should urgently hire CFOs, and entrust the control of cash to them. It is inevitable that some companies will go bankrupt in this period of crisis. And many of them will not go bankrupt for their vessels were bad, fixed at low rates, etc. but due to the fact that they were unable to manage the cash flow. Because, they distribute the necessary reserves, they do not know how to manage the money. When they shift to alternative fields, they lose their concentration, and on the other hand the money gets dispersed. They need to withdraw those moneys at times of crisis, but it is impossible. So, I am expecting such a situation. Such people that come from different fields can also get firmly established in this sector. Has it become easier to obtain credits, so that they can act so boldly? Can you please evaluate the attitude of the local and foreign banks regarding this issue? Of course, it has become easier to obtain credits. Local banks extend 2011 de ne olacak? Bir kere bu durumlar yeni infla piyasas n bir silkeleyecek. Finansman piyasas krizi 6 ay sonra gemi piyasas na etkisini göstermeye bafllayacak. Çok firma kendini zor durumda bulacak. Denizcilik piyasas biraz kopyalamayla gidiyor. Maalesef denizcilik sektöründe çok da öyle ciddi projeksiyonlar, pazar çal flmalar veya risk analizleri yap lm yor. Ama sadece Türkiye ile ilgili de il bu, her yerde böyle. Di er uluslar da, Yunanl - lar da birbirini kopya ediyor. Bu bir yar fl, birbirini gaza getirerek herkes ifl yap yor. Tabi en büyük tokad bu ifli bilmeyip girenler, altyap s veya geçmifli farkl olanlar yiyecek. Nitekim, trikocusundan, tekstilcisine, inflaatç s ndan, nakliyecisinden, bankerine akl n za kim gelirse herkes armatör oldu ve olmak sevdas nda. Bu bir dalga ama bu kesimler etkilenecek. 79 sonunda bafllad m ben bu sektöre ve o zamandan bu yana bu dalgalanmalar var, bu 5. dalga. Sektörün inece i ç kaca kesin, bu olacak. Olmazsa denizcilik olmaz, ekonomi olmaz. Bu kesin de o trendlerin neresinde yakalanaca m z önemli ve maharet orada bafll yor zaten. Pazar çöktü ü zaman sizin elinizde hangi enstrümanlar var ve krizi nas l aflabileceksiniz? Bizde en önemli s k nt nakit ak fl konusunda yaflan yor. Denizcilik firmalar nda CFO (Chief Financial Officer) su olan toplasan z 5-6 tane. Bu ciddi çal flma istiyor, bizde armatörler kendileri yap yor bunu. Armatörlerin ço u paray baflka segment ve sektörlere yat r yor. Denizcilikte bir fley olursa diye farkl laflma yoluna gidiyorlar. Eskiden 3-4 milyon dolara gayet iyi gemi al rd n z flimdi sadece yak t için bu kadar ödüyorsunuz. Rakamlar korkunç büyüdü ve bu nakitin yönetimi, özellikle aile flirketi denizcilik firmalar nda, çok önemli bir sorun. Armatörlerin çok acil yapmas gereken CFO almalar ve nakit kontrolünü ona b rakmal. Kriz döneminde birkaç firma elbette batacak. Batan firmalar n hiçbiri de gemileri kötü oldu u için, gemileri ucuza ba lad için vs. teknik nedenlerden batmayacak; nakit ak fl n idare edemedikleri için batacak. Çünkü gerekli olan rezervleri da t yorlar, paran n yönetimini bilmiyorlar. Farkl alanlara kayd klar nda hem konsantrasyon da l yor, hem para da l yor. Kriz an nda o paralar çekmeleri laz m ama mümkün de il. Dolay s yla ben böyle bir durum bekliyorum. Farkl alanlardan gelen bu insanlar ayn zamanda da tutunabiliyorlar bu sektörde. Daha m kolay oldu kredi almak da bu kadar cesaretli davranabiliyorlar? Konuyla ilgili olarak yabanc ve yerel bankalar n tutumunu de erlendirebilir misiniz? 046 MARINE&COMMERCE SEPTEMBER 2008

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5 bridging credits. However, the share of the Turkish banks is rather low in long-term international project financing. There are big global players, but the Turkish banks are quite dominant and have a significant share in bridging credits, in other words in credits extended to vessels built in Turkey. Therefore, the Turkish banks are not in a big risk. They are extremely picky in this sense. Of course, some delays are inevitable. Those who will suffer are investors, entrepreneurs, and shipowners. Banks are very careful and picky. I do not think that they will suffer. I am talking about the Turkish banks. But this global crisis will inevitably affect them as well. What changes have been observed in financial needs of large and small scale shipowners compared to the past? The trend is towards newbuildings. Actually, it is not wrong. Instead of paying 60 million dollars for a 10-year-old vessel, you pay 40 million dollars for a newbuilding to be delivered two years later. When you look at the calculations, you can see that it is possible to buy a second-hand vessel at a high price but begin operating her immediately. However, newbuildings have lower prices, and long economic life. Assuming that the average age for vessels is 25 years, it means that you can survive 5 to 6 crises easily. But in case of an old vessel, say 19 years old, she would be at the top of the list of assets to be sold at times of a crisis. So, you cannot prevent the falls. The market falls faster than you could perceive. Your vessels would suffer depreciation every week until you sell them. Projects were very important in the past. There were neither balance sheets, nor audits or BASEL 2, there was nothing. The important thing was the reputation, experiences and wealth of owners. But today, if you do not have an audit report prepared by an international independent auditing company - actually audits are not enough anymore, it should be consolidated - obtaining credits gets more and more difficult. This fact automatically pushes you towards becoming a holding. There must be a comprehensible, open and transparent shareholding and capital structure. This is particularly difficult with vessels flying the Turkish flag. There are 50-year-old companies with 100 shareholders; everyone is a partner of the other. When you want to sort them out and force to adopt a holding structure, you come across serious problems, particularly with respect to taxes. Shipowners that sell vessels flying the Turkish flag and purchase a vessel with foreign flag, gradually begin to do these things. Otherwise, if you do not have a corporate rating, audit report, you go down in the list of the banks. The levels and amounts of needs have increased; the criteria in the maritime industry have not changed a lot. The methods and criteria of the banks have changed, but those of the shipowners have not. What else are there in the criteria of the foreign banks? It is very difficult for you to find credit facilities in the international markets, if you are not audited. There must be consoldiation-based audit. Your cash rates have also become very important. These were not considered important a lot in the past. Of course, the market was rather narrow then. BASEL 2 has introduced many significant changes. The banking system has developed considerably after banks that have gone bankrupt. Investors and operators were considered the same in the past. There was no concept like professional operator kalar n n pay oldukça küçük. Global düzeyde çok büyük oyuncular var ama Türk bankalar da köprü kredilerinde, yani Türkiye de infla edilen gemilere verilen kredilerde dominant ve çok büyük pay sahibi. O nedenle Türk bankalar n n riski o kadar fazla de il. Onlar da son derece ince eleyip s k dokuyorlar. Elbette biraz gecikmeler olacakt r. Yat r mc, giriflimci, armatör s k nt y çekecek olan. Bankalar çok dikkatli ve hesapl gidiyorlar. Onlar n s k nt çekece ini sanm yorum. Türk bankalar ndan bahsediyorum ama bu d flar daki kriz de, onlar ister istemez etkileyecek tabii. Büyük ve küçük ölçekli armatörlerin geçmifle göre finansal aç - dan ihtiyaçlar nda ne gibi de iflimler söz konusu oldu? Trend yeni gemi yapt rmakta. Asl nda yanl fl de il. Bugün 60 milyon dolar gidip 10 yafl nda bir gemiye verece inize, 40 milyon dolar veriyorsunuz iki sene sonra teslim almak üzere yeni bir gemi al yorsunuz. Hesaplara bakt n zda eski bir gemiyi yenisine göre yüksek fiyatla alman z ve hemen iflletmeye bafllaman z daha olas. Ancak yeni gemi daha düflük ücretle gelip ekonomik ömrü daha uzun oluyor. Gemiler için ortalama yafl 25 y l desek, bu demektir ki siz 5-6 krizi rahatça atlat rs n z. Ama eski gemi olursa, diyelim 19 senelik ise, bir krizde sat lacaklar listesinde en tepede oluyor. Dolay s yla düflüflün önüne geçemiyorsunuz. Piyasa sizin idrak edebilece inizden daha çabuk düflüyor. Siz satana kadar her hafta geminiz de er kaybediyor. Eskiden projeler çok önemliydi. Ne bilanço vard, ne denetim vard, ne BASEL 2 vard hiçbir fley yoktu. Bir armatörün ünü ve tecrübeleri, bir de varl çok önemliydi. fiimdi art k denetim raporunuz yoksa, uluslararas bir ba ms z denetleme firmas taraf ndan yap lm fl denetim raporunuz yoksa ki art k sadece denetim de yetmiyor, konsolide olmas laz m kredi almak zorlafl yor. Bu da otomatikman sizi holdingleflmeye itiyor. Anlafl labilir, aç k, transparan bir ortakl k ve sermaye yap s olmas laz m. Özellikle Türk band ral gemilerde ise bu çok zor iflliyor. 50 senelik 100 ortakl flirketler var, herkes birbirine ortak; kimin eli kimin cebinde belli de il. Bunlar ay klay p holding sistemine geçirmek istedi inizde ise çok ciddi sorunlar ç k yor. Vergilendirme konusunda özellikle. Türk band ral gemisini sat p da yabanc gemi alan armatörler yavafl yavafl bunlar yapmaya çal fl yor. Yapmazsan z; kurumsal dereceniz, denetim raporunuz olmazsa bankalar n listesinde afla lara düflüyorsunuz. htiyaçlar n seviyeleri ve miktar artt yoksa denizcilikte kriterler çok fazla de iflmedi. Metodlar, bankalar n kriterleri de iflti ama armatörlerinki de iflmedi. Yabanc bankalar n kriterlerinde baflka neler var? Denetiminiz yoksa uluslararas piyasalara girip kredi bulman z çok zor. Konsolide bazl denetim olmal. Nakit oranlar n z çok önemli hale geldi. Eskiden bunlara çok dikkat edilmiyordu. O zaman piyasa dard tabii. BASEL 2 çok büyük de ifliklikler getirdi. Her batan bankadan sonra bankac l k sistemi geliflti. Eskiden yat r mc yla iflletmeci bir görülürdü. Profesyonel iflletmeci diye bir konsept Türkiye gibi yeni geliflmekte olan piyasalarda yoktu. Kimse kimseye güvenip de gemisini iflletmeye veremezdi. Armatör kendisi biliyorsa al r ve iflletirdi. Baflkas na da verip iflletmezlerdi. fiimdi art k yat r mc ve iflletmeci ayr ld. Hatta iflletmeciler de ticari ve teknik olarak ikiye ayr ld. Art k bir tankeri kendi bafl n za iflletebilmeniz çok zor. O kadar 048 MARINE&COMMERCE SEPTEMBER 2008

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7 in developing markets like Turkey. No one would entrust their vessels to operators. Owners would buy vessels and operate them, if they knew how to do it, and would never leave them to others for operation. But today, investors and operators have started to be considered separately. Even, operators have started to be considered separately as commercial and technical. Now, it is very difficult for you to operate a tanker on your own. There are so many rules in that respect. Under normal conditions, it is impossible for an owner to have that much experience and human resources. You cannot be an operator with 3 or 4 vessels anyway. Consequently, the number of professional operating companies has increased and they have significantly grown in themselves. If you will operate LPG or chemical tankers, then you should entrust them to a professional operator, there is no other solution. Particularly tanker operation is a very difficult sector to enter and to become successful. Companies that do not know how to operate will be shaken. Although the Turkish banks will be affected, the risk will not be high. Vessels are good and brand new ones. Of course, they will ultimately be sold and banks will get their money back. Not much will remain for investors. Owners that will manage to survive will remain, other will disappear. What are the projects currently implemented by Medfin, and are there any projects you plan in the short-term? We are picky in our operations, as a matter of fact, our human resources are limited. We implement 12 to 13 projects every year. As of now, we have implemented projects amounting approximately two and a half billion dollars in 9 years. We did not expect that we would involve in newbuildings at the time we first set off, we considered financing second-hand vessels. Even, we are not involved in second-hand vessel financing anymore has been a rather weird year for us. It has been a year filled with large vessels, smallest of which consisted of Supramaxes, Aframaxes, Capesizes. Their contract values are very high. We also provide support to small companies, which we significantly trust and believe. It will be year of records for us. The number of newbuildings of our customers is huge. But, things will begin slowing down in 2009, and everyone will begin foreseeing the future. & kural getirdiler ki. Normalde donat c bir firman n o tecrübeye veya insan kaynaklar na sahip olmas mümkün de il. flletmecili i zaten 3-4 gemiyle yapamazs n z. Dolay s yla profesyonel iflletme firmalar say sal olarak büyüdü ve kendi içlerinde çaplar büyüdü. LPG, kimyasal tanker iflletecekseniz gidip vereceksiniz baflka bir firmaya, baflka çaresi yok. Özellikle tanker, girilmesi ve baflar l olunmas zor olan bir segment. Krizle, bu iflletmeyi bilmeyen flirketler silkelenecek. Türk bankalar n da biraz etkilese de riski büyük olmayacak. Gemiler iyi p r l p r l gemiler. Elbette sat lacaklar ve bankalar paralar n alacaklar zaten. Yat r mc ya ise bir fley kalmayacak. Bu süre içerisinde dayanabilen armatörler kalacak, dayanamayanlar gidecekler. Medfin in yürütmekte oldu u projeler neler ve k sa vadede planlad n z projeler var m? Biz seçmece çal fl yoruz, zaten insan kaynaklar m z k s tl. Senede proje yap yoruz. fiu ana kadar 9 senede 2 buçuk milyar dolar civar nda ifl gerçeklefltirmifliz. Bu ifle bafllarken yeni infla gemi yapaca m z hiç tahmin etmiyor, 2. el gemi finanse edece imizi düflünüyorduk. Ancak 2. el gemi yapmaz olduk çok acayip bir sene oldu bizim için. En küçü ü Supramax, Aframax, Capesize gemileriyle dolu bir y l oldu. Bunlar n kontrat fiyatlar da çok yüksek. Ayn zamanda çok güvenip inand m z küçük firmalar da destekliyoruz. Rekor y l olacak bizim için. fiu ana kadar müflterilerimizin elindeki yeni infla say s korkunç. Ama 2009 da yavafllamaya bafllayacak; herkes önünü görmeye bafllayacak. & At times when the sector is high, people are apt to buy newbuildings. A severe competition begins at that point. Some customers prefer us in order to be able to choose a better bank and obtain better credit conditions, in one sense, to shorten the way. Some directly knock at the doors of the banks; actually, the banks are already at their doors. The current market conditions are to our advantage and the need for companies like ours is increasing. We witness that some shipowners, who have never called us before, now call and need us. Sektör iyiyken insanlar yeni gemi ifltahl s. O zaman çok ciddi rekabet bafll yor. Baz müflteriler daha iyi banka seçip daha iyi kredi flartlar temin edebilmek, bir nevi yolu k saltmak için, bizi seçiyorlar. Baz lar da direk bankalara gidiyor ki, zaten bankalar kap da yat yor. fiu anki piyasa bizim daha avantaj m za ve bize duyulan ihtiyaç daha da art yor. Bizi hiç aramayan armatörlerin arad na ve ihtiyaç duydu una flahit oluyoruz. 050 MARINE&COMMERCE SEPTEMBER 2008

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